Propelling device for aircraft



Feb. 3, 1931. V. WISNIEWSKI 1,791,079

PROPELLING DEVICE FOR AIRCRAFT Filed Feb. 1. 1929 s Sheets-Sheet 1 Feb.3, 1931. v wismws 1,791,079

' P-ROPELLING DEVICE FOR AIRCRAFT Filed Feb. 1, 1929 5 Sheets-Sheet 2 Ill (In o: "2 0 Feb. 3, 1931. h v, w 5 ws 1,791,079

PROPELLING DEVICE FOR AIRCRAFT Filed Feb. 1, 1929 v .3 Sheets-Sheet 3Patented Feb. 3, 1931 VINCENT 'WISNIEWSKI, OF BERLIN, GERMANY PBOPELLINGDEVICE FORAIRCRAFT Application filed February 1, 1929, Serial no.

The invention relates to a propelling de vice for aircraft, in whichsurfaces designed for greatest flying speed, for greatest lifting andforward drive as well as for the greatest possible transverse stabilityof the machine and serving simultaneously as supporting, driving andsteering planes, are given a circular motion which gives rise to aflapping action. With this object, the self supporting 1o .surfaces arejournaled transversely of the machine in members connecting pairs ofcranks, in such manner thatthe surfaces or parts thereof are adjustable.By this manner of mounting, the surfaces remain in an approxi- 16 matelyhorizontal position during the circular motion. When the surfaces aregiven a circular motion while retaining their horizontal position, abeating action againstthe air occurs on the downward motion, which withappropriate formation of the surfaces meets with an extremely high airresistance, by which an appreciable amount of useful Work will beobtained. 1

In a preferred form of the invention, the

' i6 freely mounted Wing surfaces are journaled 'in special supportingmembers connecting pairs of double armed cranks on either side of thebody, in such manner that the resulting force is transferred to a shortcrank- 80 shaft, whereby the requisite speed of rotation can be obtainedand the crankshaft takes up the sideways pressure of the crank armsunder load. v

Illustrative forms of construction of the invention are set forth in theaccompanying drawings, in which 2- Figs. 1 and 2 are respectively sideand front elevations of one embodiment of the invention.

Fig. 3 is a detail view in fragmentary front elevation, on a somewhatlarger scale.

Fig. 4 is a side elevation on a reduced scale of a modified form ofconstruction.

Figs. 5 and 6 are respectively fragmentary side and top views ofanother'modified form of practicing the invention. V

In the first embodiment of Figs. land 2, the body or fuselage 7c of theairship is illustrated as provided with a front stabilizing surface Zand rear stabilizing or elevator and 336,793, and in Germany January as,1928.

rudder surfaces m and n. Two parallel transverse shafts 03 near thefront of the body are driven by a chain connection 01 from a sprocket edriven by theengine E, whereby the shafts d are set in simultaneousrotation in the same direction and at the same rate of speed. Each ofthese shafts d carries a pair of'crank arms 0 at equal radii, one ofthese arms on each shaft being located at either side of the body I:(Fig. 2). The free ends of the crank arms 0 are joined by a connectingmember b which carries the suporting surface a.

As the engine drives the shafts d in a counterclockwise direction inFig. 1, the surface a is caused to move so that each point on 'itperforms substantially a circular movement with respect to the body is.The surfaces are so constructed that they meet with a smaller airresistance on the upward mo.- tion; this can-be obtained by suitablemeans, such as, for example, flaps.

Further the surfaces are so formed that they create lifting and forwarddrive by their motion, and the transverse stability of the machineensured by giving them the greatest possible span.

The surface a can be adjustably journaled in the supporting members 6connecting the cranks c; an automatic adjustment is obtained byrotatably journaling the surface at 30 d, the beating of the free endbeing limited by means of springs. It can also be adjusted by means oflevers-and ties which pass to the surface a through the centre of thecrank v bearing. As shown in Figs. 1 and 3, it is preferred to provideeach of the flaps a with a spring .9 which permits the flaps to moverelative to one another and to the supporting member 6, being limited inthis movement by the operation of a tie cable assembly 12 which so bymeans of cranks q and the pins rand collars t, permit the 'control ofthe cable system 2 through the center of the crank bearings. Further theposition of the driving M device relative to the body of the machine maybe adjusted, whereby the position of the surfaces will also be altered.

In Fig. 4, a rudder-or oar-like motion is obtained by making theconnecting members 6 b of appropriate lengths, and driving only 1 till)the forward pair of cranks 0 by means of the engine, while the otherends of the connecting members I) are pivoted to longer crank arms 0 orare otherwise positively guided.

In the form of construction illustrated in Figs. 5 and 6, the twodriving surfaces a are journaled in adouble pair of cranks on eitherside of the body of the machine. The fuselage is has a small horizontalshaft, d transversely thereof and supporting the pairs of crank arms 0at either side of the body. In the free ends of each pairof these crankarms 0 are journaled the horizontal transverse shafts 0; upon each ofthe four shafts c is mounted a supporting surface comprisingfiaps a asbefore. In order that the surfaces may maintain an approximatelyhorizontal position, they must be held in place by means of chains orother suitable means. The shafts c are rotatable in bearings at the endsof the crank members 0 and are each pro.- vided with a sprocket d whichis driven by a chain (i passing over a sprocket (i located on arespective stub shaft d which carries a gear d meshingwith a gear (1"loosely mounted on the shaft (l The gear 03 has fixed thereto aprojecting crank arm d? by which the position of this gear may bevaried, by the operation of a cable d (Fig. 5)

With this form of construction, as the shaft (Z is set incounterclockwise rotation in Fig. 5 by means of an engine E (Fig.- 6)each of the supporting surfaces (1 is carried in a circular path withrespect to the body 70 by means 'of the crank arms 0 At the same time,the gears d travel around the gear d and are thus rotated by a singlerevolution for each revolution of the shaft 0?. The sprockets d, d andthe chains 01 similarly produce a single revolution of the shafts aduring each revolution of the shaft (2, so that supporting surfaces aare maintained at the same angle with respect to the body is during therotation of the shaft (i However, by movement of the crank arm 03 theaviator can adjust and control the position of the supporting surfaces(2 with respect to the body is according to the requirements of flight.The flaps a'r are preferably controlled in the manner shown in Fig. 3-.

Claims:

1. In an airship, a body, a transverse main shaft extendinglaterallybeyond the body, crank arms fired on said main shaft on the extendingportions thereof and revoluble therewith, a member pivoted at the end ofeach crank arm, supporting means secured to said members and comprisingflaps movable A to permit the passage of air therethrough during theupward movement of said means with respect to said body, and movable toclose relative to one another to engage the air during downward movementwith respect to the body, and means operating through the axis meterspif the revoluble main shaft to control said 2. In an airship, a body, atransverse main shaft extending laterally beyond the body, double crankarms on said main shaft at the extending portions thereof, transversewing shafts journaled at the ends of said crank arms, supportingsurfaces fixed on said wing shafts, transverse sprocket shafts journaledon said crank arms adjacent said main shaft,

sprockets on said wing shafts and sprocket VINCENT WISNIEWSKI.

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